Automatic train or car stop system.



L. H. THULLEN. AUTOMATIC TRAIN 0R cm STOP SYSTEM.

L'Q935790 AFPLICATION mm mm. 1916. Patented Feb 4, 1919. 2 SHEETS-SHEETI INYENTOR MATTORN YS mum/s puns ca. "min-Luna, WASHINGTON. n. c

L. H. THULLEN.

AUTOMATIC mm 0R CAR STOP SYSTEM.

I APPLIC TION mso JAN. 21, 1916.

1,293,579. Patented Feb. l, 1:19.

2 $HEEY3-$HEEY Z.

LoUrsH. rI UL Em or moo cnyn, new YORK, asslci ron T0 HALLSWITCH &SIGNAL 00.,Aoonromr1onor Mama,

To allwhomdtmayconcernze BeitQknQWn-that -I,- Lou-1s H; TI'IULLillNj acitizen ofthe United States, anda resident bf- Brooklyn, countyofKingspstate" of New forarendering ineffective.- the automatic stopdevicesdepending upon' the-location of a train. Further and morespecific qobjects,

part of this -.specificat;ion. 1*

featuresan'd advantages will more clearly appear fromthe detaileddescription given below, taken in'fconnection' with the accompanyingsheet ofvdrawings, which forms a lathe drawings, Figure 1 illustrates aportion off the: system embodying my im-.

provements'in one form, the figure being largely diagrammatic andcertain parts heii'ng shown in section tomore clearly illustrate theoperation thereof. Fig. 2 isan end view of certain parts of-theautomatic stop apparatus shown inFig. 1. Fig. 3 is a de tail-sectionof'certain,v relay apparatus, havfing.an-. electrical1y controlledvalve; and Fig.

4 isa detail section of another'of-the' electricallyjcontrolled valves.

Referring t t -d i the rails on which the cars-ortrains run.

' 2' represents a powerflconductor'and 3 the trolley coiiperatingtherewith. trepresents one of a number of members fixed along the trackand called ramps, that will be energizedfrom' the power conductor 2through I a circuit '5 when closed by a switch 6, operated by anelectromagnet or relay 7. When it is desired that the train be stopped,suitable 1 apparatus is arranged to 'deenergize the-magnet 7 and openthe switch 6 This caube accomplished by means of any suitable automaticsignaling system. 8 represents a member pivoted upon a pin 9, carried bya casting 10, suitably secured to the car 11. The casting 10 carries acylinder 12-, in which operates apiston 13.,- carrying a piston rod.l4,..adapted to engage. an upwardly extending-v iarm. 15' integral withthe member 8. The piston rod 1-4.: zisapro'vided with a. contactSpecification of Letters I'atent.

' circuit.

ff f nuroivie'riojrnem'on can s'roi= SYSTEM.

atented lEebrit, 191 9; I

16-at its-outer end. suitably insulated from themain portion of thepiston rod,"-whiclr conductor 2 "by means ofa conductor 17, a

suitable resistance 18 being included inthe Air is admitted to thelefthand end or the cylinder '12 behind the piston 13 by 'means or avalve 19 controlled by an electro magnetic device 20, consisting ofmagnet windings 20 around a fixed core 20 acting when energized toattract an armature disk 1 20 carryinga spindle 20 to which the valve 19is attached. (See Fig. 4). i The armature 20 is normally forced upwardby springs 20 so that the valve-19 isv normally held in its upperposition. The electromagnetic device 20 is :adapted to-b'e connectedtothe power conductor 2 by a conductor 21,-when the trolley 3 is raised.For this purposea switch 22 is included in the conductor 21 between theelectromagnetic device 20' and trolley 3, which switch member isnormally pressed against the trolley by means of a spring 23. When thetrolley is raised, spring 23 causes switch 22 to be raisedsimultaneously and close the circuit of conductor 21" to the trolley3'and power conductor 2. This energizes the magnet 20* and causes thevalve 19 to drop so as to close'the exhaust port 24 and connect thecylinder 1'2 with the air in the train line through a port 25. Thiscauses the piston 13 to be forced to the right, thereby forcing the arm15 to the right, in. the position shown in dotted lines at 26. \Vhen themagnet 20 is deenergized, valve 19 is raised by any suitable mechanismand the cylinder 12 to the left of the piston 13 permitted to beexhausted and the piston 13 is forced to the left by the arm 15, whichis acted upon by a spring 27 for this purpose.

The member 8 is so positioned on the car that it is adapted to engagethe ramps or memlbers 4c, as the car or train passes them.

The member 8, with its pivot pin 9 is elecmagnet Winding 30 around afixed core 30* and operating an armature disk 30"carrying a spindle"30,., the lower. end. of which acts a" as a valve closing for closing aport 30 when the magnet windings are energized. (See Fig. 3). Below theport 30 is a chamber 32 in which is located a valve 32* adapted to openan exhaust port 32*, to control the air on the train line and cause theapplication of the brakes to the car or train. The valve 32 is normallypressed downwardly by a spring 32 and theair pressure is normallymaintained the same on both sides of the valve 32 through a smallby-pass 32. When the magnet 30 is deenergized, causing the spindle 30 toopen the port 30 the pres sure in the train line causes valve 32 to beraised and exhausted through the ports in chamber 32, below the piston,so as to cause the brakes to be applied. With the parts in the positionshown in full lines, the current passes from the power conductor 2, tothe trolley 3, resistance 18, conductor 17, arm 15, pivot 9, conductor31 to the electromagnetic device 30 and thence to ground through conductor 33, so that the electromagnetic device 30 is energized and thebrakes prevented from being set. As the train or car approaches one ofthe ramps 4, which may be at the entrance to a block in a signaling system, if the ramp 4 is deenergized by reason of switch 6 being open, thenupon the member 8 engaging the ramp 4, it rocks the arm 15 away from thecontact 16, so that the circuit of the electromagnetic device 30 isdeenergized, causing the brakes to be applied. This engagement of themember 8 with the ramp 4 causes the same to move to the position shownin dotted lines at 34, while the arm 15 moves to the position shown at35, so that it is disconnected from the contact 16. If, however, theramp 4 is energized upon its being engaged by the member 8, by reason ofthe switch 6 being closed, indicating that it is safe to proceed and itis not desired that brakes be applied, then when the member 8 engagesthe ramp 4, the arm 15 will be disconnected from the contact 16 in thesame manner, but the electromagnetic device 30 will not be deenergized,because current will flow therethrough from the power conductor 2through the conductor 5, switch 6, ramp 4, member 8, pivot 9, conductor31 and electromagnetic device 30 to ground, so that the electriccondition of the electromagnetic device is not altered by reason of therocking of the member 8 upon its engagement with the ramp 4.

When the magnet 30 is deenergized as above explained, and the armature30 is moved upwardly by the springs, the circuit to the magnet is againbroken at 30 the normal circuit from wire 31 through the;

magnet being from wire 31 through armature 30, a fixed contact 30*, wire30* to point 30', windings 30 and wire 33 to ground. Therefore thebrakes will remain set until,

- the circuit (broken at 30 is in some way diaphragm is raised, therebyclosing the shunt circuit and causing the magnet30 to be again energizedand the circuit again closed at 30 I In many systems, as for example insystems wherein the trains or cars travel over a portion of the line ina subway and an-v other portion of theline on the surface, it isextremely important to make use of the automatic stop arrangement in thesubway, whereas it is not desired to do so when running on the surface.When so running on the surface, it is desirable to move the memher 8 toas great a distance from the track as possible, so that it will not beliable to hit objects which may be accidentally lying on the track or inits path, &c. This is accomplished by means of the electromagnetic device 20 and piston 13 and associated parts in the following manner. Whenthe train or car proceeds from the subway to the surface, the trolley 3is permitted to rise by reason of the power conductor Qbeing at agreater distance from the car than it is in the subway. When the trolley3 rises-in this manner, switch 22, acted upon by spring 23, closes thecircuit of conductor 21 and thus energizes the magnet 20, its otherterminal being connected to ground through conductor 36. This causes airpressure to be exerted on the left hand end of the piston 13, so thatpiston rod 14' causes the arm 15 to move to the position shown in dottedlines at 26. This causes the member 8 to be raised to the positionshown,

in dotted lines at 37, so that it is outof the path of the ramps ormembers 4, and will not engage them when the car or train passes themand is also moved to a greater distance from the track, so that thedanger of its being hit by obstacles on the track is greatly decreased.

When the car enters the subway from the surface line, the trolley 3 isdepressed, thus opening switch 22 and denergizing electromagnetic device20. This causes the valve 19 to be raised permitting the left hand endof the cylinder 12 to be connected with the atmosphere through the port24, whereupon the spring 27, acting on the member 8 and arm 15, causespiston rod 14 and piston 13 to be pushed back tothe left hand end of ther cylinder, and the member 8 lowered, so that it is in position toengage the members or ramps 4-. The automatic stop mechanism is thenagain put into operative condition, whereas upon leaving the subway, theautomast stop mechanism is automatically reir" f dere'd ineffective tocause the application of the ima k'es. 'The 'parts carried by thecasting Having fully and clearly describedthese 1 operationsof thesystem embodying my invention in one form, sufiicient to enable thoseskilled in "the art to understand the same,

What I claim as new and desire to secure by Letters Patent is:

1. An automatic train or car stop system having in combination withmeansfor automatically causing the brakes to be applied, embracing membersalong the track and a member carried by the train or car adapted toengage said members along the track, means dependent upon the locationof the car adaptedto operate independently of the embracing membersalong the track and to render said automatic means ineffective to causesuch application of the brakes, said last mentioned means consisting ofautomatic apparatus for removing said member carried by the train fromits operative position where it is adapted to engage said track members.

2. An automatic train or car stop system having in combination with apower conductor, a trolley therefor, and automatic means for opening acircuit to cause the brakes to be applied independently of the powerconductor, means adapted to operate said automatic means without openingsaid circuit whereby said automatic means is rendered ineffective tocause such application of the brakes depending upon a change in positionof the trolley.

3. An automatic train or car stop system having in combination with apower conductor, a trolley therefor, and means for automatically causingthe brakes to be applied, embracing members along the traclc and amember carried by the train or car adapted to engage said members alongthe track, means adapted to render said automatic means ineffective tocause such application of the brakes, said last mentioned meansconsisting of automatic apparatus for removing said member carried y thetrain from its operative position where it is adaptengages s'aid "trackmembers depending on the electrical condition of thelatter, apowercation of the'brakes depending upon. the

location-of the car ordtrain with relation to the power conductor-.1 I

5. An automatic train or car stop system having in combinatlon-membersalong the track, means for electrically energlzlng and deenergizing saidmembers, a member carried by the train or car adapted to engage saidtrack members, an electrical circuit the energization and denergizationof which controls the automatic application of the brakes, means wherebysaid last member controls the energization and de'nergization of saidcircuit by engagement with said track members, a power conductor, atrolley therefor and means preventing said last member affecting theenergization of said circuit responsive to a certain movement of saidtrolley to cause the operation of the last member.

6. An automatic train or car stop system having in combination membersalong the track, means for electrically energizing and denergizing saidmembers, a member carried by the train or car adapted to engage saidtrack members, air brakes for said car or train, an electricallycontrolled valve for controlling the application of said brakes, meanswhereby said last member controls said electrically controlled valvewhen it engages said track members, a power conductor, a trolleytherefor, a piston for moving said last member, electromagnetic meanscontrolling the movement of said piston and a switch operated bymovement of said trolley to affect the electrical condition of saidelectromagnetic means and cause said piston to move said last member toa position where it will not engage said track members.

7. An automatic train or car stop system having in combination membersalong the track, means for electrically energizing and deenergizing saidmembers, a member carried by the train or car adapted to engage saidtrack members, air brakes for said car or train, means whereby said lastmember causes the application of the brakes when it engages said trackmembers and depend ing on the electrical condition thereof, a powerconductor, a trolley therefor, a piston for moving said last member,electromagnetic means controlling the movement of said piston and aswitch operated by movement of said trolley to affect the electricalcondition of said electromagnetic means and cause said piston to movesaid last member to a position Where it will not engage said trackmembers.

8. An automatic train or car stop system having in combination withbrakes, members along the track, a member carried by the car or trainand adapted to engage said track members, means for causing theapplication of the brakes upon said last member engaging said trackmembers, a member adapted to automatically change its position dependingon the location of the car or train and means automatically controlledby such change of position for moving said last 1% member out of thepath of said track membersto make said last member ineffective to causeapplication of the brakes.

In testimony whereof, I have signed my name to this specification. 1

LOUIS H. THULLEN.

Copies of this patent may be obtained for five cents each, by lddreningthe Commissioner 01! Patent,

. Washington, D. 0." p V p

